herky400M

the first question was what kind of intervals are U guys using? day's, flight hours what we have, is an oil trace/evidence of oil between 6 and 7 'o clock, assuming that the tec's are doing there servicing correct, what other possibilities can do this evil issue: oval pumphousing, malfunctioning pumps, clogged orifices..... I know that almost every nation has problems with oil leaks, still looking for any answers thx 4 coop, herky400M

hello C130 world, can any one tell me at what frequency a prop check is done? once every X-flight hours, calendar day's how do you do it? pressurized dip stick/atmospheric dipstick/over servicing tool??? thx 4 coop the best wishes and a healthy 2015!!:D herky400M

Munir, it's more complex than just adjust the td-valve, and where do I have to adjust the FCU? concering that the Start temperature is ok in NULL and AUTO. are the charts updated on what kind of fuel type we use, or does this not matter I've got figures from Spanish and French C-130's who shows simular "problems" there must be an exlpanation...... comon guys herky400M

HELLO C-130 WORLD, a few years ago I asked a question concerning FUEL FLOW vs POWER SETTING .:cool: most of the our T56-A-15 engine show too much fuel flow in LSGI setting and in MAX REV compared with the charts in the TO 382C-2-3 section 9. in some cases there are also problems on the other settings, normal speed and flight idle. I don't know the Technical manuals other nations use, but it is the test were you have to compare : torque, fuel flow, RPM and TIT. Does any of you guy's, C-130 users, have similar problems ? how do you coop with this problem? is a straight FCU replacement? FF transmitters are calibrated at source of repair! thx 4 coop, herky400m @ BE

we had a lightning strike on one of our planes, engine failed, deceleration to 94% and wouldn't go up again, (start limiting?) any how pilots shut down the affected engine....:confused:

I would be very pleased if you send it to me. [email protected]

Can anyone explain to me the diffrence between BOG DOWN AND FLAME OUT:confused::cool:

C-130 world, first results indicated that the oil cooler was the issue, changed the oil cooler, the results are even worse:( we have a UAP fuel heater strainer, is it necessary to put in the self made testing tool (see service news V18N03) to obtain the correct readings? thx 4 coop, herky

THX for the reply, any other sugestions? if I've got the pressure diffrences, i'll post them!:p

dear C-130 world, we experienced on a few of our T56-A-15 III engines collapsed external oil filters. it seemed to be collapsed but it could also be pushed/pressed together[ATTACH=CONFIG]4152[/ATTACH] the filter has carbon particles and also show some shiny metal parts, but al in a small amount and this could not be the issue[ATTACH=CONFIG]4153[/ATTACH] We still have to do the scavenge back_pressure test but meanwhlie any other options?:cool: br Herky400M

Hello C-130 world, first of all happy new year to the whole fleet:cool: I've got a question concerning the product you guy's use to remove the glue of the heater element on the propeller . we are using MEK (Methyl Ethyl Ketone) and our Source of repair is using toluene..... very bad stuff and carcinogenic any sugestions br bob

marten please visit our Propulsion shop on the 15W at Melsbroek, you're more than welcome. [email protected] I'm the deputy officer in charge of the shop

ADD INFO : PN 23031780

sorry my mistake, the prop goes from max reverse to take off, doesn't stop at GI and FI. also unsteady RPM was a problem of one of the other VH send to SOR (sorce of repair) came back without repair, only explaination was sticky oil onto the valve housing. their test bench is filled with warm hydraulic oil, so the sticky oil removed itself by the warm test bench oil.... thx 4 coop

Hello C-130 world, we have some issues with the valvehousing, frequently when they do the static checks the VH goes from feather tot take off and vica versa. sticky hydraulic can cause the problem. on the test bench, the hydraulic oil is always on temperature (+ 40°C) and they don't see any defaults. next Q: we are using H515 hydraulic oil, who is using the same oil and don't have these problems who is using the synthetic oil? (any ref about the synthetic oil) thx 4 coop

Dear all, lately we have a lot problems with cracked vanes 1st stage turbine. weirdness of this crack that it starts somewehre in half of the vane. so not starting from the leading edge or rear part of this vane does anyone have the same problems?

Com on guys who is using what kind of system to perform a performance calculation! d-base?? HP48SX?? new RR excell file??? help on this one

HELLO C-130 WORLD! WHO USES WHAT TO CALCULATE THE POWER PERFORMANCE ON A T56-A-15 III IN BDEF WE HAVE TO USE THE CALCULATOR PROGRAM RR (EXCELL SHEET) I HAVE DOUBTS ABOUT IT BECAUSE MOST OF THE PERFORMANCES ARE ALWAYS VERY HIGH WHEN USING THE OLD SYSTEM HP CALCULATOR OR MEASURING ON THE GRAPHS, MOST CALCULATIONS ARE 1% - 1.5% LOWER, AND MY FEELING MORE CORRECT. GREETZ B

dear all, has anyone have bad experiences with the floater switch in the propellors. PRIMERA 1)what type are you using 2) what is MTBF? 3) do you repair them? IF SO HOW MANY TIMES? WE ARE USING: PN 609434-00 SECONDO If you have a spare prop is: 1) PUMPHOUSING INSTALLED? 2)PUMPHOUSING FILLED WITH HYDRAULIC OIL? 3) PROP IN WVR BAG? THX 4 COOP B

Steve, try juniper systems, they can provide you with clean rigs whom can be heated til 70°C (if you do your dishes at home, you use also hot water(or the dishwasher:cool:)) We have good results in .BE, on the test rig we put in the soap mix (zok) leave it for 15 minutes (let the foam/soap mix ) do it's work, once more soap mix for 5'minutes and after wise use 110L water to rinse the compressor! If this don't help, you can still use the hard by using wallnuts, or abrassive cleaning. (caution: this can damage your seal between stator and axle) b

Gents, in the technical manual, you have to check the fuel flow vs torque vs power setting vs altitude vs out side temp. Any way, it's a graphic used to see how much fuel flow we should have at a certain power setting. a lot of our fuel flow, or consumption is indicating out of the range, always to much.... does anyone have the same problem? any comments... please (T56-A-15) thx:cool: b

What is the common interval for a check on the fuel nozzles, and do you put them on a test rig/clean rig? what is the rig?(pn or example) any info pleazze :cool: B

Dear all, does anyone have problems with the C-seal on the outer lighthouse (Turbine section) we frequently have residue of the C-seal and this creates a leak. thx 4 coop, bob

Hello, we are using ZOK, to clean the compressor. (NSN ?) Using 20% soap solution + 80% water, heated until 70°C were are using "juniper" cart. greetz :cool:

which tank are speak of? We currently had a problem with an aux tank indicator, we replaced teh wiring, compensator, measured the wiring toward the cockpit, it was ok for the first flight but than when the tank was empty simular problem... Any how further investigation we came to the conclusion that the vent system didn't worked properly, due to this errnously working vent system the bladdercel implodes, not completly but step by step, so we looked a litlle futher and we have seen that the knots of the cords which holds the bladdercel open came lose, and damaged the compensator (full scale) greetz:cool: